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1.0 Purpose and Need 

The Draft Environmental Impact Statement (EIS) for the DesertXpress Project, which was 

published in March 2009, included a detailed purpose and need statement in Chapter 

1.0, Purpose and Need. This statement identified a number of factors, including 

improved safety, convenience, travel speed, and existing corridor capacity constraints that 

collectively established the purpose and need for the project. 

Following publication of the Draft EIS, the project Applicant (DesertXpress Enterprises, 

LLC) proposed several project modifications and additions to address substantive 

comments received during public and agency review of the Draft EIS and to reduce or 

avoid significant environmental effects. These project modifications and additions are 

detailed in Chapter 2.0, Alternatives, of this Supplemental Draft EIS. After evaluating 

the proposed project modifications and additions, FRA determined, pursuant to 40 C.F.R. 

1502.9, it was necessary to prepare a supplement to the Draft EIS. The FRA is issuing this 

Supplemental Draft EIS consistent with the policy goals of the National Environmental 

Policy Act (NEPA) to inform both the public and the decision makers of the potential for 

environmental impacts as a result of the DesertXpress Project. This Supplemental Draft 

EIS focuses specifically on these proposed modifications and additions and the associated 

environmental effects and mitigation strategies, as well as any relevant changes to the 

regulatory context or existing environment. 

The proposed project modifications and additions do not in any way change the 

underlying purpose and need for the project. 

1.1 PURPOSE OF THE PROPOSED PROJECT 

The purpose of the project is to provide reliable and safe passenger rail transportation 

using proven high-speed rail technology between Southern California (Victorville) to Las 

Vegas that is a convenient alternative to automobile travel on the Interstate-15 freeway (I15), or air travel to and from Las Vegas, and that adds transportation capacity in the I-15 

corridor. 

Extending nearly 200 miles on new, high-speed double track with no at-grade crossings, 

DesertXpress would provide trains departing both ends of the line at least hourly and as 

frequently as every 20 minutes on Fridays and Sundays. DesertXpress would travel at 

speeds up to 150 mph. The 200-mile trip would take between 1 hour and 45 minutes and 

2 hours, and would operate every day of the year. The trains would be based on high-
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speed trains used in Europe and customized for the unique setting of the high desert. The 

trains tracks would utilize (to the extent feasible) existing railroad rights-of-way and an 

existing freeway (I-15) corridor, thereby increasing the overall capacity of I-15 corridor 

while minimizing the disturbance of lands outside the corridor. Each car would be selfpropelled to provide the high power-to-weight ratio needed to follow the alignment and 

negotiate its relatively steep grades as it travels through two desert mountain passes. 

In Section 1.2 of the Draft EIS there is a more detailed discussion of the project’s 

purpose of increasing the capacity of the I-15 corridor. 

1.2 NEED FOR THE PROPOSED PROJECT 

The need for a high-speed rail service stems from several factors: high and increasing 

travel demand amidst lagging capacity on the I-15 corridor and constraints to expansion of 

air travel, and frequent accidents in the I-15 corridor. 

In Section 1.3 of the Draft EIS there is a more detailed discussion of the travel demand 

and capacity constraints between Southern California and Las Vegas and safety 

considerations, which are summarized below. 

Relief of Traffic Congestion 

In its opening year, the project is expected to reduce auto emissions and save fuel by 

diverting an estimated 2.7 million automobile trips from I-15. Over time, this diversion 

rate is expected to increase. 

Increasing Capacity of I-15 Corridor 

The approximate 60-foot right-of-way width required for project rail alignments would be 

narrower than the width of additional highway lanes needed to carry a comparable 

number of people in automobiles on the I-15 corridor. The project could potentially 

reduce the need for programmed and/or planned but unfunded improvements. 

Improving Traveler Safety 

By reducing the number of automobiles on I-15, the project could potentially reduce the 

accident rate thus improving traffic safety. Accident rates along the I-15 freeway corridor 

are higher than respective statewide averages in California and Nevada. In California, the 

fatal accident rate in the I-15 corridor exceeds the statewide average for highway facilities. 

In the Nevada portion of the I-15 corridor, higher than average rear-end collision rates 

suggest that excessive congestion is a factor in causing accidents. 

Inability for Increased Air Traffic to Meet Forecast Travel Demand 

The rapid increase travel demand between Southern California and Law Vegas, coupled 

with the growth in population in the areas surrounding Victorville, Barstow and Las Vegas 
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has placed increasing pressures on the highways and airports servicing the region. 

Constraints on the expansion of airports in Southern California limit the ability for 

increased air traffic to relieve freeway congestion and provide a more reliable travel mode. 

In addition, capacity constraints at McCarran International Airport in Las Vegas are such 

that a secondary metropolitan airport is being studied for a site near Primm. 

1.3 MAJOR AUTHORIZING LAWS AND REGULATIONS 

Chapter 1.0, Purpose and Need, of the Draft EIS identified several laws and 

regulations of the lead and cooperating agencies and described how these were pertinent 

to the project. None of these authorizing laws or regulations has been substantively 

amended since publication of the Draft EIS. 

Of particular relevance is that there has been no change in the statutory authority of the 

National Park Service (NPS) that permits NPS to grant the private transportation right-ofway through the Preserve necessary to construct Segment 4A analyzed in the Draft EIS. 

Segment 4A would traverse a 1.55 mile portion of the Mojave National Preserve 

(Preserve). As of July 2010, no legislative or land exchange option has been formally 

promulgated that would potentially allow NPS to grant this right-of-way. 

In addition, Section 1.4 of the Draft EIS identified numerous permits and licenses that 

would be required in order for the project to be constructed and implemented. There has 

been no change to this list of such permits and licenses since publication of the Draft EIS. 

STB Preemption Authority 

Section 1.4.1.1 of the Draft EIS discussed the STB decision in DesertXpress Enterprises, 

LLC-Petition for Declaratory Order finding that the project is not subject to state and local 

land use and environmental review and permitting. STB issued this finding under its 

authority contained in 49 U.S.C. 10501 (b), as broadened by the ICC Termination Act of 

1995, Pub L. No. 104-88, 109 Stat. 803 (1995) (ICCTA). STB’s decision was issued in STB 

Finance Docket No. 34914 (STB served June 27, 2007). 

Subsequent to the March 2009 publication of the Draft EIS, STB’s decision was appealed 

by the California-Nevada Super Speed Train Commission and the American Magline 

Group. The appeal argued that changed circumstances, new evidence, and material error 

constituted sufficient grounds to reopen and reconsider the STB’s 2007 decision. The STB 

held an oral hearing on the matter in October 2009. In a decision issued on May 6, 2010, 

STB denied the petitioner’s request to reopen and reverse the June, 2007 finding and 

reaffirmed its 2007 decision asserting STB jurisdiction over the DesertXpress project. 
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1.4 RELATIONSHIP TO OTHER TRANSPORTATION PROJECTS 

AND PLANS IN THE STUDY AREA 

The Draft EIS included a discussion of the project’s relationship to other transportation 

projects and plans in the study area. For some of these projects, additional pertinent 

information has become available following the March 2009 publication of the Draft EIS. 

High Desert Corridor Project 

This project would provide improved linkage between the Victor Valley and the Antelope 

Valley through a variety of new facilities and facility expansions. The City of Victorville 

received federal funds to develop a portion of the corridor between US 395 and I-15 and 

westerly to State Route 18. 

This Supplemental Draft EIS includes a new Victorville Station Site option, which would 

be located to the north of the proposed new freeway (E-220). 

US 395 Realignment and Widening

The San Bernardino County Association of Governments (SANBAG) is no longer the lead 

agency for this project. Caltrans is continuing to pursue this project; completion of 

environmental studies is anticipated in 2015. 

Southern Nevada Supplemental Airport 

The Clark County Department of Aviation (CCDOA) is continuing its planning and studies 

of a new commercial airport in the Ivanpah Valley north of Primm, east of I-15. As 

elaborated further in Chapter 2.0, Alternatives, consultation with CCDOA subsequent to 

publication of the Draft EIS led to the introduction of a new location for a maintenance 

facility (the Relocated Sloan Maintenance and Storage Facility or RSMSF). 

ACE Rapid Transit System 

The Regional Transportation Commission of Southern Nevada (RTC) has started rapid 

bus transit service on two of several scheduled lines. In March 2010, service began on the 

Gold and C Lines. The Gold Line serves Downtown Las Vegas and The Strip; the C Line 

provides express service from Northeast Las Vegas towards the University of Nevada Las 

Vegas (UNLV) campus, northwest of McCarran International Airport. Other lines in the 

system are expected to be operational by late 2010.